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S. f. f .A v\\ H W w jf y F I F m. .ff /m/ UNITED YSTATES PATENT OFFICE.

JACOB ALBERT STARRETT AND EDWIN F. WELSH, WILMERDING, PENNSYLVANIA, ASSIGNORS OF ONE-EIGI-ITI-I TO TILLIAM F. KIM- MICK, OF SAME PLACE.

VALVE.

' SPECIFICATION forming` part of Letters Patent NO. 576,909, dated February 9, 1897i Application filed August 8, 1896. Serial No. 602,193, (No model.)

To all whom, it may concern: Y

Be it known that we, JACOB ALBERTSTAR- RETT and EDWIN F. WELSH, citizensof the United States, residing at Wilmerdin g, in the county of Allegheny, State of Pennsylvania, have invented certain new and useful Improvements in Valves, of which the following is a specification, reference being had therein to the accompanying drawings.

This invention relates to certain new and useful improvements in automatic pressurevalves for air-brakes; and it has for its object, among others, to retain a certain pressure in the brake-cylinder or release it automatically by the application and reduction of air in the train-pipe., p

, It has for its objects, further, to provide for the operation of this valve with a single line of pipe, known as the train-pipe, and also to provide for the operation of this valve with ports or openings in any engineers brake valve or cock to control the release of valve without interfering in any way with the brake apparatus now in use.

Our improvement is simple in its nature, composed of few parts, those readily assembled; and the invention as a whole easily applied, not liable to get out of order, and most efficient for the purpose for which it is intended.

Other objects and advantages of the invention will hereinafterappear, and the novel features thereof will be particularly pointed out in the appended claims.

The invention is clearly illustrated in the accompanying drawings, which, with the letters of reference marked thereon, form a part of this specification, and in which- Figure l is a substantially central section through our improvement with portions in elevation. Fig. 2 is a' section at right angles to Fig. l with parts in elevation and a portion broken away, and Fig. 3 is a detail in elevation.

Like letters of reference indicate like parts throughout the several views.

Referring now to the details of the drawings by letter, A designates a port which is adapted tobe connected'vwith the train-pipe of the air-brake system of 'any of the' wellknown forms.

shown at f2, and held in place by the iangenut F2, which is engaged on the screwthreaded boss f2, as shown clearly in Fig. l. This valve-stem is limited in its outward vstuffing box or cup f', which is flanged, as

movement by the stop G, which comprises the flanged plug screwed into an opening in the anged case A' and having an opening g, into which the end of the ange-stem works. This piston f is provided with the equalizingport f6, as seen in Fig. l, and which port provides for the equalization of pressure upon opposite sides of the piston in a manner which will be readily understood.

Il is a port leading from the cylinder F' upon one side of the piston f and communieatin g with -the port H', which communicates with the chamber H2, as seen in Fig. 2, and through this valve is the feed or equalizing port J, which is opened and closed by the valve J', carried by the stem J 2, working within the hollow stem I' of the valve I, as seen in Fig. 2, and limited in its movement in its outward direction by engagement with the stop i', which is flanged, as shown, and threaded into an opening in the casing A',

. and having an opening in which the end of the flanged stem works. K is a spring around this valve-stem and serving to normally keep the valve I to its seat. The feed or equalizing valve .I connects with the port L by the passage Zin the wall of the hollow stem of the valve I, as clearly shown in Fig. 2.

k is a spring around the valve-stem J2, as seen in Fig. 2.

M is a valve fitted to a seat m and controlling comm unication between the ports A and Il', as shown, the stem M' being surrounded by a spring M2, which serves to normally hold the valve to its seat, and being limited IOO in its outward movement by the stop m, which is iianged and screw-threaded into an opening in the casing A', as shown, and having an opening M2, into which the end of the valve-stem works.

O is a flange fitted to a seat 0 at the end of the inclined passage N and normally held to its seat by a spring O', surrounding the stem o of said valve, which is limited in its outward movement by the stop-cap Q, which is i'langed and threaded into the opening, as shown, and having an opening q, in which the end of the valve-stem works. From this valve -chamber extends the exhaust R, as shown.

With the parts constructed and arranged substantially as llereinbefore set forth the operation is as follows: After the train is coupled the engineer opens his brake-valve to feed position, which fills the train-line and the auxiliary reservoirs and thus equalizes the pressure on each side of the piston-valve f, the reservoir-pressure coming in at the port B into the chamber F4 and the train-line pressure coming in through the port A into the feed-port J, and thence into the port L and through passage-way 1I to the chamber F and through the equalizing-port f6 of the piston, which equalizes the pressure on both sides of the piston. If a reduction is made in the train-pipe at the port A, it causes the air in the chamber F4 to force the piston outward, and when the pressure in the chamber air in the cylinder.

F has been reduced through the opening of the check-valve M by reason of such lowering of the train-pipe pressure, the pressure in the chamber F4 overcoming that in the chamber F', the piston is moved against the pressure in the chamber F/ and the air in the ports H and H2 iinds its way through the ports M4 and A to the train-pipe. Thus the air in the chamber F 4forces outward the piston upon which is the valve E until the latter is seated upon its seat cl. This cuts off the port C from the exhaust-portD and throws the cylinder-pressure into the inclined passage N, in which is seated the valve O, and this valve cuts off communication between port N and the exhaust R, the spring O of this valve retaining the desired amount of To release the valve, air is let into the train-pipe, which, entering at the port A,overco1nes the tension of the spring acting on the valve I, and the air passes through the ports H and L into the chamber F, overcoming the pressure in the chamber F. The piston is moved inward and the valve E is moved from its seat and forced outward until' it is stopped by the stop Gr. This opens communication between the port C and exhaust-port D and allows all the air in the cylinder to pass out at the exhaustport D to the atmosphere.

Modifications in detail may be resorted to without departing from the spirit of the invention or sacrificing any of its advantages.

Having thus described our invention, what we claim as new, and desire to secure by Letters Patent, is-

l. The combination with the casing and the chamber with the piston therein, of a valve carried by the piston-stem,ports opening upon opposite sides of said valve, and a passage leading from one of the ports and connected with the reservoir, and a spring actuated valve located in the passage communicating with one of said ports; substantially as described.

2. The combination with the casing and the port connected with the train-pipe, of the piston, its stem and valve, and the oppositelymovable valves upon opposite sides of the port connected with the train-pipe; substantially as described.

3. The combination with the casing and the port connected with the train-pipe, of the piston, its stem and valve, and the oppositelymovable valves upon opposite sides of the port connected with the train-pipe, one of said valves having a regulating-passage; substantially as described.

4. The combination with the casing and the port connected with the train-pipe, of the piston, its stem and valve, and the oppositelymovable valves upon opposite sides of the port connected with the train-pipe, one of said valves having a regulating-passage and a hollow stem; substantially as described.

5. The combination with the casing and the port connected with the train-pipe, of the piston, its stem and valve, and the oppositelymovable valves upon opposite sides of the port connected with the train-pipe, one of said valves having a regulating-passage and ahollow stem, and a spring around the said stem; substantially as described.

6. The combination with the casin g and the port connected with the train-pipe, of the piston, its stem and valve, the oppositely-movable valves upon opposite sides of the port connected with the train-pipe, one of said Valves having a regulating-passage anda hollow stem, and a spring around the said stem, and a valve closing said regulating-passage; substantially as described.

7. The combination with the casing, of the chamber, the piston therein, the valve-stem, the valve thereon iitted to a seat between connection of the triple valve and the exhaustports to the atmosphere, and valves controlling ports to the train-pipe side of the piston; substantially as described.

8. The combination with the casing, of the chamber, the piston therein, the valve-stem, the valve thereon iitted to a seat between connection of the triple valve and the exhaustports to the atmosphere, valves controlling ports to the train-pipe side of the piston, one of said valves having a regulating-passage, and a spring-actuated valve controlling the same; substantially as described.

9. The combination with the casing and its IOO ports, of an automatic retaining pressure- In testimony whereof We aftx our signavalve and connections from the reservoir and tures in presence of two Witnesses. train-pipe and subsidiary valves, one of which JACOB ALBERT STARRETT. has a regulating-passage and a spr1ng-actu- 5 ated valve controlling the same all arranged, EDWIN F' WELSH' combined and operating by reservoir-pressure WVitnesses and through the train-pipe; substantially as C. POWER, herein shown and described. CYRUS P. M. TINSTMAN. 

